MacGregor

news
CUSTOMER MAGAZINE ISSUE 164 SPRING 2012

16

Subsea loads can

already be handled
at 6,000m depth

18 Keeping research behind closed

doors can be counter-productive 22 Understanding equipment is key
to its long, safe, efficient lifetime 28 Pin-point positioning improves
cargo crane productivity
Contents 20 24
4 News

offshore
6 Joint venture promises innovation
on an affordable scale
8 Technology supports progress in
deepwater sector
10 Hallin’s innovative semi-sub:
high capability at low cost
13 Unified approach advances subsea lifting
operations
14 Award-winning technology:
the MacGregor Chain Wheel Manipulator
16 Loads handled at unlimited depths

thinking ahead
One main production base
18 ‘Open Innovation’ broadens the benefits of R&D for standard knuckleboom
customer service offshore cranes centralises
our expertise
20 Singapore winch centre supports

22
offshore operations
Training and maintenance are crucial in
7
aftersales service
23 Offshore Service commitment strengthened

merchant shipping 32
24 First design step is to understand
a ship’s cargo profile
26 MacRack: hatch cover innovation
ready for delivery
28 Pin-point positioning improves
crane productivity
29 First K50 bulk crane delivered
30 India benefits from Cargotec’s transloading
technology
32 RoRo deliveries keep cargo rolling

26
34 A busy year for linkspan specialists
35 Contacts

MacGregor News is Cargotec’s customer magazine with distribution of approximately 15,000 copies. Publisher: Cargotec Corporation,
Sörnäisten rantatie 23, FI-00501 Helsinki, Finland. Editor-in-Chief: Heli Malkavaara Layout: Maggie/Zeeland Printed by Punamusta, Finland.
The opinions expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec. The content of the magazine
(with the exception of photos) may be reproduced provided that the source is mentioned.
Partnerships produce the best ship-type solutions

The offshore industry continues to grow, and in the next few years will enjoy better prospects than it has for
some time. We have therefore further strengthened our management structure to focus on this sector and
invested in expanding our service centres in Houston and Brazil to serve customers in the US and Gulf of
Mexico areas.
We are also establishing a joint venture with Jiangsu Rainbow Heavy Industries which will bring our com-
bined influence and expertise to the Asian offshore market. Rainbow-Cargotec Industries Co Ltd will develop
new offshore products and produce high quality knuckleboom cranes at competitive prices.
As operations move into areas with more and more demanding conditions, operators need to know their
ships are performing as expected. Therefore they choose the best solutions available, and Cargotec’s continu-
ous product development is crucial to our customers’ businesses as well as ours, enabling us to offer the high-
end and integrated solutions that are essential to stay competitive. Developing complete solutions by ship type
has proved to be highly successful, and is ideal for offshore vessels.
Ship-type solutions are also a perfect fit for our marine business model, which is based on strong partner-
ships – both in manufacturing and with customers – and benefits all parties. This is being extended to early
involvement in newbuild projects, giving us the opportunity to help operators plan the most efficient ship for
their needs, starting from a ship’s cargo profile.
We have continued to gain market share during the past few years and our marine business grew in 2011,
despite the challenging market. This was mainly achieved by orders for merchant ship cargo systems, particu-
larly bulk carriers. As this market levels off, we believe that there are good prospects in some ship types that
have larger MacGregor-equipment content. Thanks to strong Cargotec ownership we are willing and ready to
participate in industry consolidation.

Olli Isotalo
Executive Vice President, Marine

About Cargotec
Cargotec improves the efficiency of cargo flows Key figures, MEUR Q4/11 Q4/10 Change 2011 2010 Change
on land and at sea - wherever cargo is on the Orders received 842   3,233   
move. Cargotec’s daughter brands, Hiab, Kalmar Order book 2,426    2,426   

and MacGregor are recognised leaders in cargo Sales 828   3,139   

and load handling solutions around the world. Operating profit 48.0   207.0  
0QFSBUJOH
QSPmU
NBSHJO
 5.8
 6.6 
Cargotec’s global network is positioned close Cash flow from operations 88.3  166.3 
to customers and offers extensive services that Interest-bearing net debt 299  299 
ensure the continuous, reliable and sustaina- &BSOJOHT
QFS
TIBSF
&63 0.56  2.42 1.21
ble performance of equipment. The company
employs approximately 11,000 people.

www.cargotec.com
Sales by reporting segment 2011, % Sales by geographical segment 2011, %

Marine 39% (41%) Industrial Americas 21% (18%) EMEA 40% (42%)
t
&RVJQNFOU

 & Terminal 61% (59%)
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APAC 39% (40%)

MacGregor is the global market-leading brand in marine cargo handling and offshore load-
handling solutions. Customer-driven MacGregor engineering and service solutions for the maritime
transportation industry and the offshore load-handling and naval logistics markets are used on
board merchant ships, offshore support vessels, and in ports and terminals.
 New senior
vice president
strengthens
offshore
business growth
strategy

The award was presented to Cargotec’s sales

team in front of an audience of over 400 people

Chain Wheel Manipulator wins Pasi Lehtonen was

appointed Senior Vice

offshore innovation award President of Cargotec’s

Offshore business seg-
ment at the beginning
Cargotec’s MacGregor Chain Wheel Manipulator has support vessels in service during the previous calendar of the year to further
won Offshore Support Journal’s Innovation of the year. “We are delighted to have won such a prestig- strengthen the manage-
Year award. The award was presented to Cargotec’s ious award, particularly in the face of strong competi- ment of one of Cargotec’s
sales team for Advanced Load Handling in front of an tion from a shortlist representing the best in inno- main growth areas. He
audience of over 400 people at the Annual Offshore vative design from across the industry,” said Frode joined Cargotec in 1995,
Support Journal Conference gala dinner in London in Grovan, Director, Sales and Marketing, Advanced and was previously
February. Load Handling. Cargotec Marine’s Senior
The Offshore Support Journal innovation award The MacGregor Chain Wheel Manipulator enables Vice President of Finance
recognises a product, system or service which is an anchor handler to safely change chain wheels at sea, and is already a member
considered to have made a significant impact on the an operation which until now usually meant returning of Marine’s management
design, build and/or operational aspects of offshore to port (see page 14). group.
“Pasi Lehtonen brings
vast management experi-
Offshore crane contracts followed by new winch orders ence which will help us to
speed up our growth in the
Cargotec has won a contract for two active heave- delivery in August 2013.
offshore industry,” says
compensated (AHC) offshore cranes from the pri- The Coastal Contracts’ cranes are destined for
Olli Isotalo, Executive
vately-owned Norwegian specialist operator, Volstad two 85m newbuild offshore support vessels currently
Vice President, Marine.
Maritime. It has also secured new orders for two under construction within the group.
100-tonne active heave-compensated offshore cranes Cargotec is also supplying two 10-point MacGregor
from the wholly-owned subsidiaries of a Malaysian mooring systems for two offshore pipe-laying heavy-
shipbuilding and vessel chartering group, Coastal lift offshore construction vessels. The vessels are on
Contracts Bhd. order at Cosco (Nantong) Shipyard Co Ltd in China for
The two Volstad cranes, a 250-tonne MacGregor a Malaysian offshore installation and maintenance spe-
AHC subsea crane and a 15-tonne MacGregor AHC cialist, TL Offshore Sdn Bhd, a wholly-owned subsidi-
offshore crane, will be fitted to the operator’s new off- ary of SapuraCrest Petroleum.
shore construction vessel (OCV) on order at Bergen Cargotec is scheduled to deliver the mooring sys-
Group Fosen shipyard in Norway and scheduled for tems in the first quarter of 2013.

4 MACGREGOR NEWS | ISSUE 164

 News around the world

Owners opt for proven

Readers are most interested in bulk systems for OSVs on
industry trends and developments order in Spain and the UAE
A recent online and the majority would prefer to read the MacGregor bulk handling systems are
readership survey magazines as PDFs or printed versions. being installed on four new offshore sup-
to find out what Some would like to read the magazines port vessels (OSV) belonging to owners in
readers think of as a version optimised for tablet devices, the United Arab Emirates and Spain.
Cargotec customer but the least preferred option was a In the UAE, Grandweld Shipyards
magazines, and browsable e-magazine. The respond- ordered MacGregor bulk handling systems
to collect ideas ents’ most common sources of busi- for two anchor-handling tug/supply ves-
for development, ness information were printed indus- sels. They will handle cement, barite and
reveals that cus- try magazines, industry websites and bentonite for their owner Halul Offshore
tomers were most events such as trade fairs. Services Company, in Doha, Qatar.
interested in read- Over 140 people from 37 North Star Shipping’s two platform
ing about cargo different countries partici- supply vessels under construction at
and load han-   
pated in the survey, most Astilleros Balenciaga in Spain will each
dling trends and 

 
 








were from Europe and Asia use a MacGregor bulk handling system to
Cargotec’s view  
 and 69 respondents evaluated handle cement, barite and bentonite in
on the development 

 

 Kalmar Around the World, 40 the North Sea.
of cargo handling. chose MacGregor News and “In both cases the owners wanted


Readers were also 35 respondents gave feedback simple and well proven bulk handling
willing to learn about about Hiab Method. technology, with a solid track record,”
the company’s new Thank you to everyone says Pankaj Thakker, Cargotec
solutions as well as research who took part in the survey, Sales Manager, Marine Selfunloaders.
and development projects. and the lucky winner of the “Dust-free operation and low power
Most of the respondents iPad2 was Mie Lund of BHS consumption also make them
found the magazines useful 
 
 
 


 

 
   
  
  



 
  

Service Centre, in Denmark.
North Sea Giant
  




  

  environmentally-friendly.”

More naval and ferry RoRo equipment outfits

ordered by regular customers
Cargotec will supply and install MacGregor MacGregor RoRo access equipment to three “CalMac has a long history of operating
RoRo equipment for two 199m Mistral- Mistral-type vessels. Mistral and Tonnerre, MacGregor RoRo equipment,” says Lars
class naval ships and for two new hybrid- the first two, were built by DCNS and STX Öberg, Sales Manager for RoRo ships at
propulsion ferries on order for Caledonian France and delivered in 2006 and 2007 and Cargotec.
Maritime Assets Limited (CMAL). the third vessel, Dixmude, was delivered in The new vessels will feature a ramp
Cargotec signed the naval contract with early 2012. design that is based on the previous suc-
STX France, which will build the ships at its For the CMAL vessels on order at cessful delivery of MacGregor ramps that
Saint-Nazaire shipyard under a subcontract Ferguson Shipbuilders, in Scotland, were supplied to the 54m double-ender Loch
with fellow French yard, DCNS. Cargotec’s Cargotec will supply a bow ramp/door, a Shira ferry, also built at the Ferguson yard.
delivery will include the design, hardware stern ramp/door and a power pack. The “Loch Shira started service in 2007 and since
and installation of MacGregor RoRo equip- ferries will accommodate 150 passengers, then its MacGregor ramps have logged more
ment. The first ship will be delivered in 2014 23 cars or two large trucks and will be run by than 40,000 operation cycles; the operator,
and the second in 2015. the operator of the Clyde & Hebrides Ferry CalMac Ferries, is very satisfied with their
Cargotec has previously delivered similar services, currently CalMac Ferries Ltd. good reliability.”

ISSUE 164 | MACGREGOR NEWS 5

 OFFSHORE

Joint venture in China

increases focus on
offshore sector

6 MACGREGOR NEWS | ISSUE 164

Aiming for growth in the ways. Firstly, RHI has created some offshore “Our planned focus on cranes for spe-
offshore sector, long- lifting solutions of its own and these will be cialised vessels and platforms will also offer
moved to the joint venture business. When customers some advantages. With synergies
term partners Cargotec combining RHI’s and Cargotec’s experience from both sides, the joint venture will provide
and Jiangsu Rainbow in certain offshore heavy lift solutions, we can the highest-quality cranes on a professional,
Heavy Industries have create something that is new, with greater efficient, customer-focused basis, and will
joined forces to form a capabilities and gain a stronger position in offer expertise for applications for specialised
the market. This will open doors in both the vessels and platforms as well.”
joint venture company, Chinese offshore market and enhance com-
Rainbow-Cargotec petitiveness in the global arena. A look to the future
Industries Co Ltd, which “Secondly, we will make RCI our main off- “Based on today’s global economic situation,
promises innovation on an shore crane production base for our standard I have a conservative view on the outlook of
affordable scale knuckle jib offshore cranes. This centralises the merchant marine market over the coming
our expertise and will ensure that we can several years.
offer customers high-quality products at China has taken a large market share of
For 30 years Cargotec has made its presence competitive prices.” this business, especially in the bulk carrier
known in Asia and as much as 40 percent of Like Cargotec, RHI is no stranger to segment, thanks to cost advantages, as well
the company’s global business now comes the offshore market, and in January 2011 as building size capabilities. To improve the
from this region. Over the it established a wholly- current situation, which is too reliant on the
years Cargotec has estab- owned offshore subsidiary, bulker market, China is actively adjusting its
lished a series of success- Nantong Rainbow Offshore & development strategy. The government’s 12th
ful long-term production Engineering Equipments Co five-year-plan has given specified targets,
partnerships, including Ltd (ROC). ROC is situated in which will support the long-term develop-
one with Jiangsu Rainbow the Qidong shipping industry ment of China’s shipbuilding industry; off-
Heavy Industries Co Ltd area of the Jiangsu province, shore growth is a part of this.
(RHI). at the estuary of the Yangtze “The new joint venture company will
Further cementing River. prepare for these developments firstly with
this partnership is the “ROC focuses on offshore human resources. RCI will need lots of talents
recent announcement that business and is actively explor- specialised in areas such as management,
Cargotec and RHI plan – Wu Jian, Chairman of RHI ing new market opportuni- technology, and production. It will then need
to establish a new joint venture company, ties,” says Wu Jian, Chairman of RHI. “With to form an R&D team as soon as possible to
Rainbow-Cargotec Industries Co Ltd (RCI). its strong sales team, offering professional enhance innovation and lift the joint venture’s
RCI is scheduled to be operational as soon as sales and marketing skills, and correct posi- growth capabilities. This will also fulfil and
possible. The new factory and office building tioning, the company made a quick entry into exceed customer expectations with new prod-
will be in Taicang, Jiangsu Province, which is the offshore market, improving awareness of uct development for each market niche. Last
approximately 60km northwest of Shanghai. our capabilities, as well as our influence in the but not least, the new site will speed up the
RHI will own 51 percent of the company, industry. joint venture’s production capabilities.
and Cargotec 49 percent. Both parties will “Combining our strengths and merging
nominate members for the joint venture’s Advantages for customers corporate cultures from both parties will
management team, which will report to RCI’s “The unit value of each offshore product is also be essential for the joint venture’s fast
board of directors. The general manager will often high, and therefore the company must development and high operational efficiency,
be nominated by RHI and the chairman of the pay a lot of attention to a client’s order fulfil- however, at the same time, it will also be our
board will be nominated by Cargotec. ment capability, and conduct risk assess- biggest challenge. Both sides have already,
ments from different angles,” he explains. during the start-up period, found ways to
Combined experience “In terms of the joint venture’s benefits for work with each other and built a good foun-
“From our point-of-view the aim of the joint RHI’s and Cargotec’s customers, it is obvious dation for the future, I hope that this will con-
venture is to increase our focus on the off- that the new company will offer advantages tinue and the team will strive for the best.
shore sector and our business in this area,” and a competitive edge in terms of product “I am confident, that with efforts from
says Pasi Lehtonen, Senior Vice President of quality, price, and aftersales service, because both sides, RCI will bring positive surprises
Cargotec’s Offshore business segment. of the combined resources and strengths for our clients, and I am looking forward to
“RCI will support our ambition in two from both RHI and Cargotec. the moment of our first delivery!”

ISSUE 164 | MACGREGOR NEWS 7

 OFFSHORE

Saipem’s first Frigstad D90 ultra

deepwater semi-submersible
drilling rig, Scarabeo 9, has an
operational water depth of 12,000ft

Offshore
(3,660m) and a drilling depth of
50,000ft (15,240m)

technology
marches ahead
at a quickening pace

Oil majors are

developing the
design, installation,
maintenance and
repair of subsea
production systems
for even deeper
and more remote
applications; Jeremy
Cresswell outlines
the huge progress
now being made
in the name of
deepwater subsea

Ever since the modern offshore industry extended-reach wells have been drilled using large number of ultra-deepwater capability
was initiated in the US Gulf of Mexico dur- land rigs, and seven of the 10 longest so far rigs built to hunt out presumed new hydro-
ing 1949, there has been a need for more and have been drilled using the Yastreb rig at carbon prizes, such as pre-salt reservoirs
more technology to bust the next frontier Sakhalin Island in the Russian Far East for offshore Brazil.
envelope. Right now, in deepwater terms, that ExxonMobil. The record is 12.4km (7.7 miles) As for extracting those prizes, the march
frontier sits around the 3,500m (12,000ft) total vertical depth and 11.4km (7.1 miles) towards basing offshore oil & gas produc-
mark: essentially the current limit of drilling extended reach. tion on subsea technologies may only be
rigs/drill-ships and production systems. There was an especially big push in the eight years away, if Norwegian oil company
However, the world’s longest and deepest mid 1990s through the early 2000s with a Statoil’s dream is fully realised.

8 MACGREGOR NEWS | ISSUE 164

 Around 50 percent of the company’s cur- Solutions, Duco, Framo and GE, not forget- Today, Statoil has three light well-inter-
rent output from the Norwegian Continental ting myriad technology-led boutique provid- vention vessels on charter from Norway’s
Shelf is handled by subsea infrastructure ers and, from time to time, classification Island Offshore; however, it is also tendering
and the two most advanced examples are the societies such as Det Norske Veritas (DNV), for a new class of mobile offshore drilling unit
Ormen Lange gas and Snøhvit gas/conden- which only recently took the wraps off a (a ‘Category B’ rig) that will also be capable
sate developments, both of which produce highly significant deepwater gas pipeline- of subsea well intervention, presumably at
and deliver their hydrocarbons via subsea concept that has been offered free to the lower cost than traditional rigs. The oil com-
infrastructure, but which is tied back directly industry to develop. pany is also working on the use of through
to processing facilities ‘on the beach’. The DNV approach is to take existing, tubing rotary drilling (TTRD) to reduce well
In the southern hemisphere, Petrobras of proven technologies and put them together costs.
Brazil is engaged on an equally ambitious mis- in ways not hitherto tried. Basically, it will The objective is simple; for every one
sion, but here the established model is to make be possible to significantly reduce the wall- percent increase in field recovery rates, oil
heavy use of subsea infrastructure linked to thickness of deepwater/ ultra-deepwater gas companies active in Norwegian waters can
floating production, storage and offloading pipelines – through the use of high-integrity together generate an additional revenue of
vessels variously exporting via shuttle tankers pressure protection system (HIPPS) regula- NOK270 billion (EUR35 billion). And that’s
and pipelines depending on location. tion valves – and potentially save huge sums just one of the world’s now mature offshore
Like Statoil, Petrobras has a long estab- of money and enable trunkline projects that provinces of which others could similarly
lished reputation for being technologi- might otherwise not go ahead. benefit with the right fiscal stimuli and corpo-
cally bold and being willing to invest in the Statoil’s subsea journey has taken 25 years rate interest.
research and development necessary to so far and this best exemplifies the march Whether in the North Sea or elsewhere
deliver its business ambition of making Brazil of technology that quickens year-by-year. such as the Gulf of Mexico and offshore
not just self-sufficient in oil (and gas), but Piecing together the recently coined ‘Subsea Brazil, seabed separation will be key to
also a significant exporter. Factory’ is a key element of the company’s success, which is why the CompactSep
Most oil majors have deepwater R&D pro- drive to raise domestic oil and gas produc- joint industry project is so important.
grammes, and among the best examples are tion to 2.5 million barrels equivalent by
Chevron with its ground-breaking Jack/St 2020 compared with about 2 million barrels
There are certain brands that
Malo development in the US Gulf of Mexico, equivalent today.
figure time and again as subsea
and Total with a succession of deepwater Subsea Factory succeeds Statoil’s previ-
technology leaders
developments like Pazflor offshore Angola. ous MMX subsea programme and, this year
But their budgets and scope pale when com- alone, it will attract a budget of some EUR300
pared with Statoil and Petrobras, both of million, 27 percent more than for 2011. The CompactSep JIP is led by Chevron,
which are semi-state owned. A particular current priority is develop- Petrobras and Statoil. It was launched in
ing efficient subsea compression systems to 2008 and was due to complete in 2011 though
The offshore industry has a boost output from three fields in particular: details of the outcomes have yet to be dis-
reputation for being technologically Asgard, the veteran Gullfaks field and Ormen closed publicly. The objective was to develop
bold and willing to invest in R&D Lange. Each field has different reservoir char- subsea separation systems capable of operat-
acteristics but all are accorded high priority. ing reliably in water depths to 3,000m.
The dream of such companies is to further Another priority is subsea well interven- Long-distance multiphase transport of
develop and adapt the design, installation, tion; little wonder given that the company hydrocarbons from subsea satellite fields up
maintenance and repair of subsea produc- currently has around 480 wells classed as to 500km from production hubs is another
tion systems already in use for deepwater (to subsea and which account for 50 percent of challenge that occupies minds. A critical
3,000m depth) and remote (up to 500km) the company’s NCS output and a sizeable per- element of this is ensuring that transported
applications; eventually including sub- centage of the global population of such wells. hydrocarbons are carried efficiently and with
ice solutions as the Arctic hydrocarbons Statoil has played a major role in the minimal interference from hydrates forma-
resources quest advances. development of well intervention technolo- tion and waxing. This requires effective pipe-
As for the offshore industry supply chain, gies that can be deployed by ships. Another line insulation and heating.
there are certain brands that figure time company that has ploughed a huge effort into For example, Total is working with trace-
and again as subsea technology leaders, not this area is Aberdeen’s Expro Group, with heating technology on its Islay satellite
just contractors, such as Subsea 7, Technip, active help from BP. Expro has invested more project in the UK North Sea, a pioneering
Saipem and DOF Subsea, but major sub- than $100 million on its AX-S system remote solution that is said to be dramatically less
sea equipment manufacturers such as Aker well intervention package. energy hungry than other approaches.

ISSUE 164 | MACGREGOR NEWS 9

 Full MacGregor
package chosen for
innovative semi-sub

10 MACGREGOR NEWS | ISSUE 164

Developed for subsea “CSS Derwent’s design follows this phi- “The concept of installing modules
losophy and has been developed to provide and other subsea equipment –
services and well flexibility in the vessel’s type of operations, along with the need for flexibility in
intervention, Hallin’s offering a larger and more stable platform in handling intervention equipment –
new compact semi- comparison with other 85m vessels.” is a developing field”
Hallin takes the view that there is continu-
submersible is designed ing market demand for multi-service vessels, the deck area found on 120m-plus vessels. An
to have the capacity of a with a need to manage – and provide support equipment package from Cargotec includes
120m vessel, but not the for – the more intensive risk management a 3,000m working depth MacGregor modu-
requirements in place post-Macondo, John lar handling system (MHS) incorporating a
cost – either initially or Payne says. “The embryonic intervention 160-tonne active heave-compensated (AHC)
operationally market continues to be present but we see the winch, along with a 150-tonne 3,000m work-
need for a flexible marine solution capable ing depth crane.
of handling a multitude of infield roles while The module handling system includes
An innovative, twin-hulled compact semi- a field is in its development phase, as well as a four pallet tractor unit with recessed
submersible (CSS) vessel now under con- IMR (inspection, maintenance and repair) track-ways to manage the movement of deck
struction is designed to support services once the cargoes without the use of the crane when
operate as a lower cost build out is completed.” working at sea.
alternative to large dive sup- CSS Derwent is primarily CSS Derwent features two moonpools: a
port vessels and traditional being marketed in three key 7.5m x 7.8m working moonpool and 4.2m x
semi-submersibles, provid- developing subsea markets, 4.2m ROV moonpool. A fully tracked deploy-
ing cost-effective solutions John Payne says, Brazil, West ment system allows the launch and recovery
in both subsea services Africa and Australia, where of units weighing up to 160 tonnes through
and well intervention. The substantially increased capital the splash zone with limited transverse and
multi-hull form has been expenditure and build pro- longitudinal movement. Furthermore, the
developed to enhance sea grammes in the subsea sector twin hull design will significantly reduce the
keeping capabilities when in “CSS Derwent is our have already been approved, platform’s motion resulting from wave and
DP mode, providing a stable largest vessel design and spend sanctioned for the swell patterns. Computer modelling and tank
platform that increases the and build to date, and near future. “We have already testing show that heave will be less than 2m
vessel’s flexibility. it employs innovative experienced significant inter-
CSS Derwent is and advanced est in these regions and we are
scheduled for delivery to technology” looking to commence com-
Hallin Marine, a Superior
– John Payne
mercial discussions within the
MacGregor
Energy Services company, next few months as contract
equipment supplied
in December 2012, and to awards and requirements
by Cargotec
go operational in the first become clearer”.
deck crane
quarter of 2013. It is being built by Drydocks “CSS Derwent is our largest vessel design
150 tonnes SWL active
World’s Nanindah yard in Batam, Indonesia. and build to date, and it employs innovative heave-compensated knuckleboom
The vessel is the culmination of a five-year and advanced technology. With two built-in subsea crane (3,000m working depth)
design project, and the basic design has two 3,000m ROVs and accommodation for 152 deck crane
variants: the offshore construction support people, it offers levels of flexibility and capa- 5 tonnes at 10m electro-hydraulic subsea
deployment (300m working depth) and
unit and an accommodation unit with berths bility that are hard to find in ships of this
cargo crane
for about 500 people. The design is owned length. The vessel offers construction and module handling system
by CSS Design Ltd, which is a joint venture umbilical installation capabilities. The work- 160 tonnes SWL active heave-compensated
between Hallin Marine, STX Marine Canada ing deck is designed to give a single length run main winch (3,000m working depth)
and Minnow Marine, brokered by M3 Marine. of 60m within easy access of the subsea crane. deck skid system
The combination of tower and crane provides with three tractors and four pallets
Hallin has always followed the philosophy
ROV A-frame LARS
of maximising capability while reflecting the a versatile, twin deployment capability.”
15 tonnes SWL
pricing demands of its customers, says Group CSS Derwent is a DP3 diesel-electric vessel Moonpool ROV LARS
Business Development Director John Payne. with a 1,300m2 working deck, comparable to 15 tonnes SWL

ISSUE 164 | MACGREGOR NEWS 11

 OFFSHORE

in a 4m sea, while roll will be less than 4 and oil field developers and operators. equipment, hatches and modular handling
degrees in a 6m beam sea. “MacGregor is a leading brand in lifting system as a single package, which included
“Hallin has followed the principle of devel- and deployment equipment and so provides full commissioning of the equipment.”
oping technology within the new hull design confidence that the cranes, MHS and the ROV Cargotec’s design team for the 160-tonne
that is recognised as ‘best in class’ by its cus- deployment units will be using recognised, MacGregor AHC modular handling system
tomers, so that there is confidence in the sys- proven systems. This, in turn, inspires confi- has worked closely with Hallin’s marine
tems and their tried and tested technology”. dence in the vessel’s operational capabilities.operations team and designed an industry-
The challenge has been to find providers who Other project technology providers include leading MHS, John Payne says. “We have a
understand the technology and the budget- Kongsberg, ABB and Rolls-Royce. good working relationship with Cargotec,
ary constraints in a relatively challenging “During the supplier evaluation process, which has allowed for timely development of
market, with the ability to deliver on time Cargotec’s sales and engineering teams were the systems despite initial challenges in the
at the agreed price and commercial terms proactive in meeting our needs. They under- management of the design for the MHS.
and to specification,” John Payne says. “We stood and clearly articulated our require- “To date, Cargotec equipment has been
evaluated a number of suppliers. Cargotec ments and have delivered a solution that supplied on time and we look forward to
responded to our needs for creative engineer- meets our budgetary and technical needs. achieving the installation and commissioning
ing solutions, understanding the economic “The concept of installing modules and on schedule. The company’s level of under-
and technical considerations when building other subsea equipment – along with the standing and willingness to listen, design and
the systems, as well as providing a high-qual- need for flexibility in handling intervention evaluate customer requirements has been
ity engineering solution that is recognised by equipment – is a developing field. Cargotec a benchmark in the success of the project
our customers who are tier-one contractors offered us the engineering and design knowl- and this helps Cargotec to stand out from its
edge to provide a pack- competitors.”
age that included a tra- Cargotec is pleased to be employing its
proven technologies and design expertise
ditional crane, tried and
tested lifting systems in such an innovative project, says Frode
and ROV launch and Grovan, Director, Sales and Marketing,
recovery equipment as Advanced Load Handling. “Hallin Marine
is building an exceptional vessel that will
well as the deck handling
benefit from the full package of inte-
grated solutions and comprehensive
systems that we can provide. It makes
“Hallin has followed the
good sense on many levels to source
principle of developing
technology within the a full equipment package from one
new hull design that is supplier, but there are very few who
recognised as ‘best in can match Cargotec’s capabilities in
class’ by its customers” this respect.”

CSS Derwent
Length 85.00m Flag Marshall Islands
Beam 32.00m Speed 10.5 knots at 8.20m
Lightship draft 4.80m draft in calm seas
Operation draft 8.20m Deadweight 3,200 tonnes
Heavy Lift draft 14.60m at 8.2m draft
Class ABS Deck Cargo 1,500 tonnes
at 10 tonnes/m2
CSS Derwent features a Notation +A1 Column Stabilised Cargo deck free area 1,300m2
MacGregor module handling
system as part of its Cargotec Drilling Unit +AMS (E) DPS-3 UWILD Work moonpool 7.5m x 7.8m
equipment package Helidk ROV moonpool 4.2m x 4.2m

12 MACGREGOR NEWS | ISSUE 164

 A 400-tonne AHC MacGregor crane on North Sea Giant

One of the most effective measures for reduc-

ing the risks involved in offshore operations is
the implementation of standards and regulatory
requirements, DNV says. Standards and regula-
tions covering subsea lifting have not followed
the steep curve of technological progress, there-
fore improved and additional requirements are
needed to fill the gaps.
DNV has organised and coordinated a joint
industry group to develop recommended prac-
tices for cranes and lifting appliances intended
for subsea lifting operations. Representatives
from Cargotec attended the inaugural meeting
in January.
Fourteen key industry players have joined
the project and will present their conclusions
within a year. “We were invited to participate
because of Cargotec’s expertise and experi-
ence with lifting equipment, and the position
and reputation of our MacGregor brand in the
offshore market,” says Sjur Vidar Brekke,
Discipline Lead, Mechanical, for Advanced
Load Handling. From the operators and owners
side of the project, participants include Statoil,
Petrobras, Heerema Marine Contractors,
Saipem, Technip and Subsea 7.

Joint effort
Launching one unified document concern-
ing important aspects of subsea lifting will
be appreciated and acknowledged by all the

reduces risk
stakeholders involved, both during the design
and installation phases and for operation and
maintenance throughout the lifetime of the
equipment, DNV says. The industry’s mutual

in subsea lifting operations

ambition is to ensure safe and reliable subsea
lifting operations to prevent incidents and acci-
dents. To this end, cranes and lifting appliances
must be properly designed, operated, inspected
Cargotec is participating in a joint project organised and maintained to make sure that they are reli-
E\'19WRGHYHORSDXQL¿HGDSSURDFKWRVXEVHDOLIWLQJ able and safe in use, deploying and recovering
HTXLSPHQWLQFUHDVLQJLWVHI¿FLHQF\DQGVDIHW\GXULQJWKH objects on the seabed.
GHVLJQRSHUDWLRQDQGPDLQWHQDQFHSKDVHV “The risk level involved in subsea lifting
operations is steadily rising. This is because the
The challenges involved in subsea lifting from supply vessels, according to DNV. Risks growing activity in deepwater fields involves
operations are not adequately covered by for modern subsea cranes with extensive increased payloads and complex lifted equip-
the current rules, regulations and standards, lifting capacity and motion compensation ment. Furthermore, lifting operations take
which mainly address moderate capacity systems operating in deep water are not so place over critical subsea infrastructure,” says
cranes used for lifting operations to and well covered, the classification society says. Mr Brekke.

ISSUE 164 | MACGREGOR NEWS 13

The manipulator is
stowed in a vessel’s
winch hangar

Innovation improves
productivity, efficiency and safety
Cargotec’s new MacGregor chain wheel by our industry peers, and to have won the
A new MacGregor chain wheel manipulator (CWM) received the prestigious award in the face of a strong shortlist repre-
manipulator is a good example Offshore Support Journal Innovation of the senting the best in innovative design across
of the trend to introduce Year award at the Annual Offshore Support the industry,” said Frode Grovan, Cargotec’s
remote controlled devices Journal Conference, held in London in Director, Sales and Marketing, for Advanced
that keep crew members February. The award recognises an innovative Load Handling, accepting the award at the
clear of potentially hazardous product, system or service which is consid- conference gala dinner.
ered to have made a significant impact on the “We are pleased to be able to offer a new
operations while at the same
design, build and/or operational aspects of product that simultaneously improves produc-
time improving an offshore offshore support vessels in service during the tivity, efficiency and safety.”
YHVVHO¶VSUR¿WDELOLW\ previous calendar year. The Annual Offshore Support Journal
“It’s an honour to be recognised in this way Conference is the premier international forum

14 MACGREGOR NEWS | ISSUE 164

for senior players in the offshore support indus- MacGregor chain wheel manipulator.” Safety system
Although the driver for development was the
try, bringing together shipowners, shipbuilders,
oil majors, financiers, designers, equipment request from STX, the first vessel to take advan-
saves time
manufacturers, suppliers and OEMs, along with tage of the retrofit potential of the new product and money
class and industry associations. was Siem Offshore’s AHTS Siem Ruby which
To handle the variety of chain sizes
“Cargotec is always exploring safer, more effi- was fitted with a chain wheel manipulator at the employed in subsea mooring operations,
cient and more cost-effective ways of working, Orskov Yard in Fredrikshavn in March. anchor-handling tug/supply vessels carry
which can only be based on the experience that Terje Eikeland, Vessel Manager with Siem a range of interchangeable chain wheels,
comes from working closely with customers Offshore, says that without CWM, an AHTS which can weigh up to 12 tonnes. Without
the benefit of the MacGregor Chain Wheel
over a long period,” says Mr Grovan. “Sometimes needs to go alongside to keep the vessel steady
Manipulator, changing a chain wheel
innovations are developed in response to a without any rolling. is complicated and labour intensive.
request from an owner, in which case Cargotec “The equipment is heavy and it is dangerous Furthermore, any significant movement of
produces a tailormade, bespoke solution. In for the crew as long as we are using an ordinary the vessel in a sea makes the operation
other cases, Cargotec devises a solution to a crane for the operation.” With CWM fitted, he unacceptably hazardous and so the vessel
has to return to port to change the wheel.
perceived need, and then offers the market an says, chain wheel changes can be carried out at
off-the-peg product. The chain wheel manipu- sea even in severe environmental conditions.
This is how the MacGregor Chain
lator is an example of a product developed in On each occasion the vessel and charterer can Wheel Manipulator works:
direct response to a customer’s specifications, save one or two days. The frequency of changes t
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but which will benefit many others. depends on the particular job. is suspended from two overhead beams
“STX approached us for a solution required Mr Eikeland said the necessary structural in a vessel’s winch hangar; a hydraulic
system secures it to the beams at all times.
for five STX OSV design AHTS vessels under modification to Siem Ruby took about two and a
t
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construction for DOF by STX Norway Offshore’s half weeks. Depending on the company’s experi- currently in use from the winch shaft in a
subsidiary STX Offshore Brazil, and sched- ence with this first installation, it will decide safe and controlled manner, with minimal
uled for delivery between December 2011 and whether to install CWM on its existing AHTS need for manual intervention.
December 2013. These vessels were wanted fleet and as standard equipment on new build- t
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storage area and stows it safely.
for offshore operations some distance off the ings.
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Brazilian coast under long-term contracts from Mr Grovan notes that this was the first CWM
subsea operation is picked up from the
Petrobras, which specified that it should be pos- retrofit operation and says the process is likely storage area and transported to the winch,
sible to change chain wheels at sea. to become more streamlined with experience. where it is guided on to the winch shaft
“Otherwise, each time one of the vessels “It naturally makes sense to schedule a CWM and secured in position.
needed to change a chain wheel, it would take a retrofit to coincide with other vessel mainte- The MacGregor Chain Wheel Manipulator
is designed in accordance with Det Norske
day’s steaming to return to port and another day nance requirements,” he says. “However, if a
Veritas’s rules for the certification of lifting
to get back to the operation area, which would shipowner specifies CWM for a new building, appliances and can handle chain wheels
obviously be extremely inefficient. In response there should be no significant installation time, covering all anchor handling demands
to this challenge, our engineers devised the as the vessel’s initial design will cater for CWM.” likely to be made of any AHTS.

Remote control trend keeps crew members clear

The MacGregor Deck Handling Manipulator System (DHMS) offers safety benefits similar to those
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shipboard and cargo rail cranes, the remotely operated DHMS is designed to reduce manual tasks
and assure better crew safety during anchor handling and deck handling operations.
“The crane’s standard winch functions remain fully operational, while the gripper provides the
additional capability to hold and move heavy loads to appropriate working positions,” says Mr
Grovan. “This ability to eliminate potentially dangerous movements of suspended loads represents
a major advance in crew safety and significantly enhances the efficiency of deck handling
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devices that keep crew members clear of potentially hazardous operations while at the same time
improving a vessel’s profitability.”

The MacGregor Deck Handling Manipulator System (DHMS)

ISSUE 164 | MACGREGOR NEWS 15

 OFFSHORE

Deepwater lift system

eliminates the need for larger
and more complex cranes

As subsea operations migrate into deeper and deeper The UDLS can be used in conjunction
water, Cargotec’s new MacGregor Ultra Deepwater with any active heave-compensated (AHC)
Lifting System (UDLS) has no theoretical depth limit, subsea crane. “The neutral-buoyancy fibre

and the solution is already designed to handle loads at rope eliminates the wire weight penalty
for the vast majority of the depth, so that
6,000m down an existing offshore crane can operate at
virtually its full load capacity at previously
“The MacGregor Ultra Deepwater Lifting Fugro-TSM, which has signed a charter impossible depths, at the same time keep-
System is a ‘game changer’ for deepwater for Southern Ocean. “Significant lengths of ing the load safely under control. Full video
operations,” says Trygve J Økland, Fleet heavy steel wire are paid out, and the weight monitoring of the UDLS crane/vessel hand-
Manager for Oceanteam Shipping ASA. “Our of this wire effectively becomes part of the over system along with anti-twist control
vessels already have the necessary topside load. Every metre of wire wound off the provides the safest way to handle ultra-deep
crane capacity, and the UDLS adds the capa- drum reduces the useful lifting capacity of heavy loads, and there is no need to use an
bility to undertake operations at almost any the crane”. ROV.
depth. We believe it will provide a serious The traditional approach to handling “It is important to note that UDLS does
operational and commercial edge for users heavier loads in deeper water has simply not just upgrade the crane; it upgrades the
of our North Ocean series of construction been to use longer, heavier wires. “These entire vessel, greatly expanding its opera-
support vessels (CSV).” need bigger cranes and, therefore, larger tional capabilities and commercial potential.
vessels,” says Frode Grovan, Cargotec’s There is no theoretical limit in how deep
Director, Sales and Marketing for Advanced this system can operate; today’s solution is
“It is important to note that UDLS Load Handling. “Our UDLS breaks this cycle designed for depths down to 6,000m.”
does not just upgrade the crane, it of diminishing returns and escalating costs.
upgrades the entire vessel”
The main purpose of the UDLS is to upgrade
– Frode Grovan “A 250-tonne crane with
existing offshore crane vessels to be able to UDLS can do the same job
operate in deeper water with heavier loads. as a 400-tonne crane at
Oceanteam plans to commission a UDLS Typically, you could say that a 150-tonne depths of 2,300m and
onboard the CSV Southern Ocean during a crane with UDLS can do the same job as a beyond”
convenient operational window in 2012. If, 250-tonne crane at 2,500m and below, while – Frode Grovan

as anticipated, it is successful and appreci- a 250-tonne crane with UDLS can do the
ated by Oceanteam’s clients, Mr Økland same job as a 400-tonne crane at 2,300m Mr Økland agrees. “This is why we, along
envisages acquiring a small pool of the and below.” with our partner Bourbon and our clients
systems. Ultimately, he says, the MacGregor like Fugro-TSM, support developments
UDLS will probably become standard equip- which combine crane capacity and smart
ment on the company’s vessels. solutions like the MacGregor Ultra Deep
“With this new development we
Ultra deep water can be defined as Water Lifting System. Otherwise you will
can continue to standardise our
2,000m and more. The weight of the crane crane portfolio with modules to end up with oversized cranes, which are both
wire is the main problem when handling extend their capabilities as and unmanageable and extremely costly to oper-
loads in such depths, says Gordon Murray, when required” ate and maintain. The norm in this industry
Operations Director at subsea contractor – Trygve J Økland has been to build larger and more complex

16 MACGREGOR NEWS | ISSUE 164

cranes to increase the capacity at deeper
depths. With this new development we can
continue to standardise our crane portfolio
with modules to extend their capabilities as
and when required.
“There are several good reasons for us to
go for the MacGregor system from Cargotec.
Key for us is to have a modular solution
which can be used on owned and third-party
vessels in an effective and economic way.
“While the idea itself may not be unique
to Cargotec, we all know just how hard it is
to get this type of equipment off the draw-
ing board and translated into reality. This is
what we believe we have now found after fol-
lowing this type of development for years.”
Oceanteam has a large range of
MacGregor AHC offshore cranes from
Cargotec, Mr Økland says. “Over the years
we have been impressed by the quality of
cranes delivered by Cargotec’s factory for
offshore equipment in Kristiansand. The
same goes for the performance and reliabil-
ity of the cranes. However, with complicated
equipment like this there can always be
issues and, for us, support and service is key
for such vital pieces of equipment. And, like
Cargotec, we maintain long term relations.

UDLS operating sequence

t Connect crane hook to connection tool
t Manoeuvre the crane above the load and
connect fibre rope to lift rigging
t Deploy the load
t Lower to 1,000m with crane wire taking the
load, while fibre rope pays out from its drum
with no load.
t Hang-off first fibre rope connection
t Disconnect connection tool
t Recover connection tool (and crane wire)
to surface. Load is now supported by first
section of fibre rope
t Connect connection tool to next length of
fibre rope
t Crane lowers connection tool (and
consequently the load) while the next fibre
rope length is simultaneously paid out from
the winch drum
t Repeat process until load is on the seabed
t Disconnect lift rigging from load and recover
to deck

ISSUE 164 | MACGREGOR NEWS 17

 THINKING AHEAD

Keeping research behind closed doors

can be counter-productive
Dependence on exclusive in-house R&D is being who coined the expression ‘Open Innovation’
in 2003.
challenged by the concept of ‘Open Innovation’ achieved “Cargotec is a great company, but even
by networking and collaborating with partners, research we don’t have all the business or technology
institutes, universities and other companies; Matti expertise in our field,” Mr Sommarberg says.

Sommarberg, Chief Technology Officer, explains the “To succeed, we need to bring together people
with existing knowledge that can be com-
relevance to Cargotec bined and utilised in new ways. It’s nothing
more exotic than that.”
In today’s world of widely distributed knowl- “We are in the midst of a huge transforma- Cargotec is a shareholder in FIMECC, the
edge, companies cannot rely entirely on their tion in how knowledge, expertise and inno- Finnish Metals and Engineering Competence
own research, but should acquire inventions vation flow globally. I believe we have seen Cluster, which aims to increase research
or intellectual property from elsewhere when only glimpses of the full consequences of this cooperation between companies, univer-
it advances their business model, according change.” sities and institutes. A two-year FIMECC
to a concept called ‘Open Innovation’. This Open innovation is a more profitable way programme has recently produced a 3D CAD
is in complete contrast to the established for business to innovate because it can reduce product model that enabled design lead times
approach to R&D – now called ‘closed inno- costs, accelerate time to market, increase for MacGregor side-rolling covers to be cut
vation’ – which concentrates on generating differentiation in the market, and create new to a fraction of the eight weeks it took previ-
and developing ideas privately in-house, and revenue streams for the company, according ously, on average.
guarding the resulting intellectual property. to Henry Chesbrough, Executive Director
“In this new ‘flat’ world, even indi- of the Program in Open Innovation at the
vidual professionals can compete and sell University of California, Berkeley.
their expertise on the global market via the Companies wishing to advance their tech-
Internet,” Matti Sommarberg says. “Along nology can and should combine external and
with every other global company, we now internal ideas, as well as internal and external
have a choice: do we close our eyes and ignore paths to market, says Dr
this trend, or do something about it? Chesbrough,

18 MACGREGOR NEWS | ISSUE 164

“Hatch covers are weight-sensitive products Traditionally companies nurture a range in a single moveable unit; and underground
and their designs are determined by various of research projects. Some eventually become solar-power silos for large-scale container
requirements from shipyards and shipown- development projects, and a few ultimately storage.
ers,” explains Henri Paukku, Dry Cargo reach the market as products or services. “One of the trends that is beginning to
Project Manager. In the Open Innovation model, companies impact the global economy is that of ‘crowd-
also embrace research from outside, while sourcing’, which allows work to be decen-
“We are in the midst of a some projects may find a new life in a totally tralised and distributed worldwide,” Mr
huge transformation in how different market – perhaps under another Sommarberg says. “Few people realise it, but
knowledge, expertise and company. Port 2060 was actually also a crowdsourcing
innovation flow globally” “Finding the best balance between innova- project within Cargotec.”
– Matti Sommarberg
tion and product development is an interest- Companies benefit from Open Innovation
ing challenge,” Mr Sommarberg says. by aligning themselves with others sharing
“Variations in the particulars of each delivery “Existing organisations and established similar interests. “In any innovation pro-
require individual specifications despite companies are incredibly good at develop- gramme – whether within or between compa-
products that look similar. The 150 to 200 ing products and bringing them to market. nies – it’s essential to get the basic philosophy
drawings and documents required can create However, at the earlier stages of research, right,” Mr Sommarberg says.
a huge amount of work that is nevertheless they are generally less flexible and less likely
uniform from project to project.” to come up with something totally new.
“In hindsight, quite a few of the
Standardising essential structural ele- “Sometimes companies can be too good at
solutions seem almost self-
ments led to the development of a modular endlessly refining a winning product. We can
evident.”
product architecture. “In hindsight, quite a all think of well-known examples of how indus-
– Henri Paukku
few of the solutions seem almost self-evident. try leaders are overtaken without warning.
But none of them would have been developed “Cargotec’s Port 2060 initiative also incor- High-level innovation platforms and research
alongside the customer projects that are the porated Open Innovation elements. Roughly programmes are essential for finding the
predominant way of conducting 50 years after containerisation began, the tools for future success. But equally impor-
R&D in most companies”. project looked another 50 years ahead. Ideas tant are innovations that have to do with
included mega ports on offshore artificial one’s own processes and work. “Just invest-
islands; floating feeder terminals; foldable ing in an R&D park next to a university won’t
smart containers; automatic lash- automatically lead to innovation. You have to
ing systems that would find ways for the participants to truly share
package up to 64 their ideas in the right environment. This
containers could be as simple as enabling the interaction
of two creative people who sit on either side
of a cubicle wall.”

A parametic and configurable model for

side-rolling hatch covers was developed by
Cargotec and its partners under a two-year
FIMECC programme; innovation company
FIMECC was established to increase and
deepen research cooperation between
ISSUEcompanies, universities and
164 | MACGREGOR institutes
NEWS 19
 SERVICE

Singapore winch centre supports

frontline operations offshore
A ‘combined service’ mentality provides customers with prompt deliveries,
readily available spares, dedicated engineers and unrivalled know-how; Cargotec’s
Singapore service centre shows how it is done

Just over a year ago Cargotec’s new winch “Many changes have been undertaken in This has meant that we can achieve better
service competence centre opened in the past year to better support the front- customer care, a reduction in downtime, and
Singapore to support the company’s service line,” says Adrian Ang, Winch Service a happier workforce.”
branches worldwide. The centre has pre- Competence Centre Manager in Singapore. “Feedback is one of the most valuable
dominantly been designed to assist direct “Being nearer to customers has enabled us to factors for continual product improvement.
spare parts sales and services for all types of respond faster, and we are not restricted by Being a long-term partner and solutions pro-
winches in frontline operations. The centre time zone differences. Cultural and language vider, we grew hand-in-hand with our clients
comprises a spares parts sales team and a barriers are removed, and it also supports in the marine offshore industry. We are able
logistics and purchasing team. It has 130m2 our ‘global presence, local service’ approach. to offer reliable services and products, and
of covered storage holding labelled, sealed Our operations have become more efficient are constantly able to update clients about
and categorised spare parts. after valuable feedback from customers. our latest technologies.

Cargotec’s new Singapore winch service competence

centre undertakes direct spare parts sales and services
for all types of winches employed in frontline operations;
it now has numerous maintenance project references
under its belt

20 MACGREGOR NEWS | ISSUE 164

 “For existing deck machinery, Cargotec layers, which will, in turn, hinder a vessel’s “While there are several units within
offers modernisation proposals designed operations and safety.” the Singapore offshore service team, it
to keep equipment and vessel ready for the The design flexibility of modernisation takes the combined efforts of everyone to
next mission. Each proposal considers the packages allows the spooling device to be maintain our high level of competency and
opinions of clients and operators. These mechanically, hydraulically, or electrically our customers’ satisfaction,” continues Mr
interactions and proposals enable refine- driven. It can also be applicable to Cargotec Ang. A prime example was the overhaul
ments to system elements and improve winches or other winch makes. of six deck cranes on board North West
the operational experience overall. It also “Line tension meters work on existing Shelf Shipping’s 127,500m3 LNG carrier,
further secures our relationship with clients Cargotec winches for accurate line ten- Northwest Shearwater. The 1991-built vessel
and strengthens our position as a solutions sion and payout length measurements. This is operated by BP Shipping, and when it was
provider”. assists operators in crucial and timely deci- docked in Sembawang shipyard for servicing
Key parts of modernisation packages for sions for assignments to be carried out.” in the Cargotec workshop, BP specifically
operators using Cargotec winches include appointed the Cargotec Singapore service
Maclinear line-tension meters, and spooling Being a long-term partner and team to refurbish the deck cranes.
devices. Maclinear is a rugged machine that solutions provider, we grew “Some of the cranes looked like they had
provides winch data including line tension hand-in-hand with our clients in seen some heavy usage,” said Lee Chong
and payout length, enabling users to make the marine offshore industry” Heng, Project Leader for Cargotec Singapore.
real-time judgments on their operations. – Adrian Ang
“The job ran very smoothly; we have done
A recording function also provides data for this many times and are used to any hiccups
the vessel or platform. Maclinear comes in Once offshore equipment is deployed into that might occur in a big job like this.”
standard sizes for a wide range of wire rope service it could be in operation for a long Cargotec was also selected as the main
diameters. time. To help prepare for emergencies, contractor to overhaul eight fairleads and
“Nowadays, vessels employed in moor- Cargotec therefore recommends keeping a mooring winches in eight weeks on the
ing operations must have their line ten- list of critical spare parts. The recommended Kan Tan IV drilling rig. The refurbish-
sion and payout length on display,” Mr Ang onboard spares package includes hydraulic, ment job was carried out at Keppel FELS
explains. “There is also an increasing expec- electrical and mechanical items for keeping in Singapore. Kan Tan IV was delivered by
tation from charterers and class societies for deck equipment operational in emergencies. FELS in Singapore in 1983 and is operated
such equipment to be available for use on “This package provides benefits for anchor- by Frigstad Offshore. It is currently complet-
board, which is why we offer Maclinear as a handlers including peace of mind, immedi- ing a maintenance programme and periodic
key element in modernisation packages. ate spare parts availability, optimised equip- survey at Keppel FELS. Significant invest-
“The spooling device works with exist- ment productivity, and cost savings. It also ments have been made over the last five
ing systems to enable operators and users to avoids fire-fighting and the additional costs years to refurbish and upgrade the rig with,
manoeuvre the wire rope. For most vessel incurred from urgently freighted spare parts for example, new accommodation, new deck
operations, charterer and class societies and, most importantly, maximises equip- cranes, new shale shakers and new lifeboats.
encourage the use of spooling devices. Not ment availability and improves the vessel’s “Cargotec Singapore Offshore Service was
only can they provide guidance in heave-in/ return-on-investment. The spares package selected as the main contractor because of its
pay-out operations, but they also minimise was introduced in 2008, and now close to capability and safety record,” says Mr Ang.
the risk of the rope cutting into the lower 100 vessels have one on board. “And for its ability to carry out the overhauls

ISSUE 164 | MACGREGOR NEWS 21

 of the rig’s mooring winches, underwater comfortable with our solution.” badly damaged and metal debris had con-
fairleads, drag brakes and pneumatic control Another recent project included the taminated the whole hydraulic system. This
valves to a tight deadline. replacement of an anchor-handling hydrau- meant that the entire hydraulic system also
“We were first invited by Frigstad lic winch motor on board Regulus Ship needed to be flushed.
Offshore to come on board for an inspection, Services’ anchor-handling vessel, Melody 5, “With the vessel on our doorstep, we
followed by many Cargotec workshop visits, in 2011. The vessel arrived for emergency were efficient in managing the repair sched-
and technical discussions. Our professional- repairs after the vessel’s anchor handling ule and could save money and time for our
ism and experience make the customer very hydraulic winch motor was found to be customer. The work took ten days.”

Understanding equipment is key

to its long, safe, efficient lifetime
Training and maintenance are crucial the equipment installed on the ship,” says
elements in Cargotec’s aftersales service Bengt Sjölin, Cargotec’s Manager of Technical
strategies; opportunities to share their Services at the cargo crane competence centre.
benefits with customers have seen the “It maximises the product’s lifetime, reduces
company participate at maritime events wear and improves its operating efficiency and
such as the 10th Navigator Maritime safety”.
Conference in Greece “We offer worldwide training courses for
offshore, merchant and naval crews. Tuition
sessions are arranged at our training centres
During the 10th Navigator
A key element of Cargotec’s aftersales services or on board customer vessels; we can also
is its focus on training and maintenance. As customise a training programme according to
Maritime Conference,
part of its commitment to these services, specific needs.” Bengt Sjölin underlined
Cargotec has invested in specialist centres, Mr Sjölin was able to showcase Cargotec’s the importance of training,
including a cargo crane competence centre in maintenance and training capabilities, including maintenance and planned
Sweden and an offshore advanced load handling the opportunity to present its full range of maintenance agreements
competence centre in Norway. In both locations MacGregor Onboard Care (MOC) planned
Cargotec offers focused equipment courses, maintenance contracts, at the 10th Navigator attended the event,” says Roberto De
both theoretical and practical, for operators, Maritime Conference in Glyfada, Greece. The Gioia, manager of Cargotec’s Marine Service
maintenance personnel, ships’ officers and other conference in November was attended by 63 Mediterranean region. “It also provided the
technical staff. companies and provided Cargotec with a base opportunity to outline our capabilities in the
In 2010, Cargotec advanced crane operator to promote its local service branch, Cargotec offshore market as well.
training by introducing its first fully immersive Greece, which has widened its work capabilities “The great interest in MacGregor products
active heave-compensated (AHC) crane since May last year. and services, new trends, rules and customer
simulator, allowing trainees to gain more “MacGregor marine cargo handling needs, combined with recommended Cargotec
experience in a few days than they would equipment is extremely well-known in the Greek solutions, formed the main topics of our various
encounter in weeks of ‘live action’ training, shipping community and the success of the discussions. MOC products are still rather new
including a range of operating scenarios. conference gave us the chance to meet face- to the Greek market, but we can see that there
“It is important that the ship’s crew to-face and discuss issues with representatives is growing interest in companies to try these
understands how to operate and maintain from over 60 shipping companies that flexible and efficient services.”

22 MACGREGOR NEWS | ISSUE 164

Service commitment strengthened
to serve tougher challenges offshore
Cargotec’s new offshore Cargotec USA and Water Weights have service agreements that are cost-effective

service centre in Houston, an agreement that appoints Cargotec to in optimising equipment performance and
represent and distribute Water Weight prod- minimising downtime. The service locations
Texas, strengthens its ucts and services in the Bay of Campeche, in the Gulf of Mexico also offer API-TPCP
position as a proven and Mexico, Panama and Brazil. “This associa- certified training courses.
reliable crane, winch tion provides customers not only with com- Crane mechanics and technicians are

and load testing service petent crane inspection, but with cost effec- trained in inspection, repair and mainte-
tive load test services, from a single source of nance of hydraulic and electrical systems
provider for the offshore supply,” says Mr Drake. that are common to most offshore cranes.
oil & gas industry in the Offshore service locations in the Gulf Software technicians, tasked with support-
Gulf of Mexico and other of Mexico, Brazil and Mexico are part of ing PLC systems on active heave-compen-
key areas in the Americas Cargotec’s global network of around 60 sated cranes, are supported from Cargotec’s
marine service stations. “These are staffed Offshore Competence Centres in Norway
with technicians and and Singapore. “This
service engineers advanced product support
To support crane operations on drilling rigs, trained to perform and engineering serv-
production facilities and special purpose crane inspections and ice is available to ensure
service vessels, Cargotec has developed repair services on drill- equipment upgrades and
regional resources and gained the neces- ing rigs and produc- modifications are imple-
sary experience. “Our offshore service staff tion platform cranes. mented to manufacturers’
in the US Gulf of Mexico, Brazil and Mexico Although this global specifications and to class
have the experience needed to satisfy the service presence is requirements, as well as to
most demanding of service requirements,” important to sup- ensure maintenance and
says Pat Drake, Regional Manager, Offshore port an ever expand- field repairs are performed
Services in the Americas. “Cargotec’s service ing multi-national to support the customer’s
management is committed to grow with customer base, of equal operational needs.
additional industry developments, as explo- importance is the “The company’s reputa-
ration moves further offshore, in deeper development of a tion for competent and
water depths and in more challenging oper- trained and quali- reliable service was first
ating environments.” fied technical service established on production
Cargotec has established a new offshore staff with field-earned platform cranes, in the
service centre in Houston, which provides experience, neces- “Cargotec’s offshore shallow waters of the Gulf
repair, upgrades and systems modernisa- sary to service the service staff in the US of Mexico. This service
tions for rigs, vessels and platform opera- local market’s needs,” Gulf of Mexico, Brazil resource has developed
tors. The centre has a hydraulic test bed, stresses Mr Drake. and Mexico have the over the years to enable
which enables the repair of winches, hydrau- The Cargotec experience needed crane support, not only
lic cylinders, hydraulic pumps and motors, offshore service group
to satisfy the most for early generations of
demanding of service
valves and swing drive units. It can support specialises in inspect- offshore cranes, but also
requirements”
blow out preventer (BOP) crane upgrades, ing, maintaining and now for today’s more
– Pat Drake
pipe handling cranes and racking systems, repairing offshore sophisticated technology
tensioning cylinders, as well as active heave- cranes, winches, davits, and the latest generations
compensated knuckle boom cranes, davits launch and recovery systems and offers of subsea load-handling cranes, winches and
and module handling systems. preventative maintenance programmes and A-frame davits”.

ISSUE 164 | MACGREGOR NEWS 23

 MERCHANT
SHIPPING

Design should be defined

by cargo not by default
Traditionally, important factors when
By starting from an understanding designing a container carrier are its hull
RIDVKLS¶VFDUJRSUR¿OHDFRQWDLQHU dimensions, fuel efficiency and visibility

VKLS¶VXWLOLVDWLRQUDWHVFDQEH from the bridge. The decisions made about

these factors at the beginning of the ship
PD[LPLVHGDQGLWVHQYLURQPHQWDO building process pre-define the framework
LPSDFWPLQLPLVHGDFFRUGLQJWR for the cargo handling system, and this
&DUJRWHF¶V'U\&DUJREXVLQHVV can mean that the resulting features of the
OLQH6DOHV'LUHFWRU$UL9LLWDQHQ cargo handling system are determined by
default rather than by design.
DQG6HQLRU1DYDO$UFKLWHFW.DUL However, this approach underestimates
Tirkkonen the vital role that the cargo handling system
plays in the environmental impact of a con-
tainer ship and its cargo. The more efficient
the cargo handling system, the greater the
number of TEUs a ship can carry, which in
turn reduces the emissions per carried TEU,
and subsequently per transported commod-
ity. Therefore, we believe that the tradi-
tional design process effectively starts from
the ‘wrong end’.
Cargotec defines cargo profile as the
distribution of containers onboard a ship
in terms of container sizes and container
weights on a certain route. Our proposal
takes a whole-ship approach and works for-
ward from the cargo profile. But this must
happen at an early stage of the ship project,
before any restrictive decisions have been
made. As a result of this forward-thinking
approach, it is possible to improve the
specified loading ability and the efficiency of
the entire cargo handling system.

A tool for cargo profile analysis

Practical experience from existing ships
already supports our approach, but it is
Cargotec’s wish to establish evidence that
proves that an efficient cargo system really
counts. To establish a statistical method
and tools for analysing the cargo profiles
of our customers’ newbuildings, and to use
these profiles to define the cargo handling
system requirements, Cargotec has signed

24 MACGREGOR NEWS | ISSUE 164

a co-operation agreement with the ship Why are some ships not optimised the cargo system, the ‘saved’ weight can be
design evaluation specialist, Safety at Sea, for their cargo? used for the benefit of payload. The effect is
based in Glasgow, Scotland. With the current way of conducting ship marginal, but it exists.
In practice, the analysis tools are aimed concept design, it is often not possible
to provide the means to produce the optimal to obtain the best possible results. This What if the cargo profile changes?
container stack arrangement and optimal is because the ship’s hull and its cargo We also need to consider that optimising
stack container weight distributions for handling system are treated as separate a system for one cargo profile can have its
each cargo profile. They also enable concept blocks, and not optimised as one entity. drawbacks when it comes to cargo handling
and system comparisons with a ship’s life- Furthermore, parts of the cargo handling system flexibility, which in turn could lower
time in mind. system such as hatch covers, lashing bridges, productivity and therefore increase emis-
fixed container fittings and loose container sions per TEU if and when the cargo profile
Efficient use of space is efficient use lashings are often not considered from an significantly changes. Change is inevitable
of energy overall cargo handling system point of view, and can happen if a vessel is re-located to
Productivity of container ships can be but also as separate products. operate on another route or when the char-
measured using several indicators, such as ter period ends and a new charterer takes up
maximum capacity and utilisation rate, fleet the operation. Therefore, while designing
utilisation, and operating cost per TEU. the ship, both the current cargo profile and
Traditionally, vessels are designed to future flexibility to accommodate possible
carry a maximum number of containers cargo profile changes must be taken into
loaded in the holds and on deck, and usually account.
the method for deciding this figure is based
on two considerations: the total number of Built-in environmental efficiency
boxes allowed by visibility rules from the It is clear that the future will bring ever
bridge, and the homogeneous loading lim- stricter measures to protect the environ-
ited by the displacement of the hull. ment, which the shipping and shipbuild-
These considerations can lead to an ing industries will have to comply with.
arrangement where the utilisation rate of However, ‘green’ solutions are not just ways
MacGregor cargo handling systems optimise use of space,
the vessel’s cargo space can vary signifi- improving a ship’s earning capability while promoting of conforming to legislation, or improving
environmental efficiency
cantly, depending on the actual cargo mix. a company’s image, they make economic
Additionally, if designers do not have infor- sense – especially in today’s turbulent
mation about the intended cargo profile, This leads to the sub-optimisation of sep- economy and shipping business.
they are forced to undertake several calcula- arate parts of the system, and subsequently The shipbuilding process needs to be
tions of different homogeneous loadings for to an underachievement from a cargo han- made more effective and it must serve its
GM (metacentric height) and ballast sce- dling system productivity perspective. This final purpose of optimising the cargo capac-
narios to keep hull stability satisfactory. And is the reason why many container ships with ity for each vessel. This can only be done by
this is done without being able to take into a high nominal capacity (over 6,000 TEU) bringing in the cargo handling system design
account the specification for, or the actual are operated with reduced utilisation rates. at an earlier stage.
capability of, the cargo handling system. The cargo profile should, in part, dic- As a built-in feature, MacGregor cargo
From a ship’s productivity perspective, tate the basic parameters of the ship’s hull handling systems optimise use of space,
we believe that it is important to be able to design. However, it plays its most important which improves the ship’s earning ability
design a cargo handling system which is fully role in the definition of the basic solutions while promoting environmental efficiency.
aligned with the ship’s hull design. The ves- for the cargo handling system, such as the
sel’s hull properties must not set restrictions arrangements for lashings, hatch covers and
on the loading and operating of the intended cargo holds. In itself, this system should be
*Based on the paper, Assessment of container ship
container stacks, and while operating with of minimum weight and therefore optimised utilisation rates vs. the environmental impact of different
the intended container stacks, the ballast in terms of cost and material use. It should cargo handling systems, given by Ari Viitanen and Kari
Tirkkonen, at RINA’s Environmentally Friendly Ship
could be adjusted to its minimum. be noted that by optimising the weight of conference, 28-29 February 2012, London, UK

ISSUE 164 | MACGREGOR NEWS 25

 MacRack is ready for delivery
MacGregor News is tracking the development of MacRack, which Cargotec
anticipates will become the standard system for side-rolling hatch covers,
DQGWKH¿UVWH[DPSOHLVUHDG\IRULQVWDOODWLRQRQERDUGDQHZGZWEXON
FDUULHUGXHIRUGHOLYHU\WKLV\HDU
Cargotec is completing deliveries of its “Cargotec anticipates that MacRack will “And it certainly attracted a lot of inter-
first MacRack hatch cover operating become the standard system for side-rolling est at Marintec at the end end of last year.
system. With hardware now on its way to hatch covers,” said Esko Karvonen, Vice Close to 150 customers from Chinese and
Zhejiang Zhenghe Shipbuilding Co Ltd, President of Cargotec’s Marine Dry Cargo Japanese shipyards took the opportunity to
in China, Cargotec will start installing the business line. “It is inspired by a commit- attend the first full-scale demonstration of
MacRack system on the first vessel ment to the environment and improving MacRack, which took place in Nantong dur-
– a 47,500 dwt bulk carrier scheduled for overall cargo system performance. The ing the week before the show.”
delivery to a Chinese owner in autumn initiative for this development came from “MacRack is one of the many ongoing
this year. shipyards and shipowners. initiatives at Cargotec. We have always
been the forerunner in the industry and are
constantly looking for and developing new
solutions for the benefit of our customers,
both from environmental and economical
points of view. Finding the right solutions
for such initiatives is the essence of the way
we work”.
“Whatever the solution, an integral part
of all our product development work is
product verification,” said Ilkka Kukko-
Liedes, MacRack R&D Project Manager.
“The verification process is decisive when
developing an idea into a working product.
Today, computer simulation can be used in
the initial stage of the process for defining
rough parameters and in the latter stages for
fine-tuning details.

Close to 150 customers from Chinese and

Japanese shipyards watched MacRack being
demonstrated before Marintec

26 MACGREGOR NEWS | ISSUE 164

 Questions answered

MacRack
1. How does MacRack save energy?
There is no continuous running as with a
hydraulic pump unit. There is no need to warm maintained. The various electrical components
the oil in advance, so MacRack is also not as have differing lifetime expectations, but gener-
sensitive to a cold climate as hydraulic systems. ally speaking very few replacements should be
2. Is class approval required anticipated.
for the electrical components? 7. How much space is required for
“For example, in MacRack’s case,
So far, classification societies have not made a MacRack unit?
it is essential that all dimensions
any such demands, though it is possible that Overall dimensions are approximately
and kinematics are precise. Through
some may appear in time. Basically, hatch cover 1,700mm x 3,000mm x 1,300mm
computer simulation it was pos-
operating systems are not covered by class 8. Does intermediate stopping
sible to detect the locations where
rules. present a problem?
fine-tuning was needed, change these
3. How does heel/trim affect No, because the brake is always closed when
components accordingly, and carry
MacRack’s operation? the system is stopped and no voltage is applied.
out new test cycles until all issues
Cargotec uses variable frequency drives (vfd), This contrasts with hydraulic systems where
were dealt with.
which deliver high torque with low speed, extended stoppages are not recommended
“Computer simulation signifi-
and so trim/heel are not significant fac- because of internal leaks.
cantly speeds up the development
tors. Naturally, a little more motor torque is 9. What are the arrangements
process, but of course we cannot
required, but this can be easily be compensated for emergency operation?
rely on computers alone. As part
for by a lower speed. Emergency arrangements are provided for a
of Cargotec’s focus on ease-of-use,
4. How much power is variety of situations:
redundancy and reliability being
required to operate the system? ƀɠ
ɠ-*,.ɠ',!(3ɠ)*,.#)(ɠ/(#.ɠ#-ɠ
integral elements of MacRack, it
Between 2kw and 6kw, depending on the weight provided that can be connected directly to the
has built a custom-made 1:1 size test
of the panels. MacRack junction box unit.
bench for verifying the final product,
5. How does the cost of ƀɠ ɠ."ɠ').),ɠ#-ɠ'!ɠ#.ɠ-")/&ɠŦ,-.ɠɠ
which can simulate different panel
MacRack compare with replaced with the spare motor kept onboard (as
weights using a hydraulic pres-
conventional hydraulic systems? recommended), and a replacement motor should
sure system. Now, each and every
MacRack technology is relatively new and pro- be ordered at the first possible port of call.
MacRack unit produced is tested by
duction volumes reflect this. Consequently, the ƀɠ ɠ.",ɠ#-ɠ(ɠ&.,#&ɠ'& /(.#)(ɠ#.ɠ#-ɠ*)--#-
a similar device for 80-tonne loads
cost of the new equipment is higher than con- ble to drive the MacRack unit directly from the
before delivery to the customer – the
ventional hydraulic systems, but the situation main PLC or deck PLC.
recommended maximum hatch cover
should change as production increases. ƀɠ (ɠ."ɠ0(.ɠ) ɠ'$),ɠ'"(#&ɠ #&/,ɠ-/"ɠ
weight is 70 tonnes,” Mr Kukko-
6. What is the lifetime of MacRack? as a broken arm, the component will need to
Liedes concluded.
The mechanical components are designed to be changed in the same way as a broken wheel
last for the ship’s lifetime, but this naturally would have to be replaced in a conventional
depends on how well the MacRack unit is system.

MacRack in brief
MacRack is an electrically-operated opening and closing system for side-rolling hatch covers;
each hatch cover panel has one drive unit actuated by one electric motor. The drive unit is located
close to the hold’s mid-line and both lifts up and rolls open the panel, which makes separate hatch
cover lifters obsolete.
MacRack uses variable frequency drive (VFD) technology, which allows for the optimised use
of electric power. The operating speed is slow at the start of the opening process, when power is
needed to lift the panel. Rolling takes place at full speed and slows down again when the panel is
close to the end stops. Slow and medium speeds are used for one-side operation.

ISSUE 164 | MACGREGOR NEWS 27

 MERCHANT
SHIPPING

Pin-point
In line with Cargotec’s drive to
develop new products that improve
operational efficiency, the company

positioning has introduced a new cargo handling

tool, the MacGregor Active Rotation
Control (ARC), designed to assist
improves cargo crane operators when positioning

handling productivity cargo. As well as faster cargo posi-

tioning times, the device improves
safety and reduces the risk of cargo,
Cargotec’s new cargo gear and ship damage.

handling tool, the “Cargo positioning or spotting

may easily account for as much as 40
MacGregor Active per cent of the total crane cycle time,
Rotation Control (ARC) especially when slotting unit loads

is designed to assist crane such as containers and pulp spread-

ers,” explains Magnus Södersten,
operators by enabling Sales & Technical Support Manager

around 20 to 30 percent for Cargotec marine cranes.

“Anything which helps to reduce the
faster cargo cycle times, as spotting time can therefore yield a
well as improving safety big gain in productivity and energy

standards savings.
“High performance, high preci-
sion cranes are the basic requirement
for fast, effective cargo handling.
However, the attainment of maxi-
mum output also depends on the use
of suitable cargo handling tools for
the type of goods and units con-
cerned. Also, the skills of the crane
driver are an important factor, which
are reflected not least in the speed
with which the cargo is spotted when
slotting it in the ship or landing it on
the quay.”
Traditionally, power swivels have
been used to assist crane cargo align-
ment. These do not require manual
intervention and therefore can
reduce labour demands and improve
safety, but they do require consider-
able skill on the part of the driver,
especially when manoeuvring at
speed. “Torque introduced into the
crane wire during slewing compensa-
tion requires hard-to-judge counter

The new MacGregor Active Rotation Control

(ARC) provides around 20 to 30 percent faster
cargo cycle times

28 MACGREGOR NEWS | ISSUE 164

correction,” says Mr Södersten.
“Added to which are unpredictable
K50 bulk crane
movements of the load caused by raises expectations
wind, heel and/or knocks against
other cargo or ship structures. Offering a long service cranes in India, for use in both its bulk import
“With the MacGregor ARC sys-
tem, when picking-up a cargo unit,
life and higher capacities and export markets, mainly handling iron ore
and coal,” highlights Mr Berencsy.
the crane driver sets the ARC con- for the bulk handling and “With a capacity of 50-tonnes in grab opera-
trol to the required final alignment transloading market is tion and an outreach of 32m, the K50 crane is
relative to the ship. The ARC then Cargotec’s new MacGregor at the upper performance level in this segment
speedily adjusts the units to this
alignment and maintains it regard-
K5032-4HD four-wire and offers a very high capacity to load both
Capesize and Panamax bulk carriers.
less of crane movement and external crane, and the first unit “Different outreaches give the customer the
disturbance.” has been delivered to opportunity to optimise load cycles for specific
Indonesian owner, PT J&Y operations,” Mr Berencsy says. “If you want to

Transhipment load or unload Panamax or Capesize bulk car-

riers, outreaches from 32m to 36m are perfect.
And our model with a 28m outreach is ideal for
The first 50-tonne SWL four-wire MacGregor use on transfer terminals and unloading barges
K5032-4HD crane has been delivered to its new discharging to hoppers.
owner, PT J&Y Transhipment. It will be oper- “All our K4 cranes are designed to have a
ated exclusively by PT Armada Rock Karunia long service life, with an estimated usage of
Transshipment on the Indonesian islands of around 5,000 hours per year. And they all fulfil
“Cargo positioning or Bunyu and Tarakan, in the East Kalimantan FEM U7-Q3-A8 classification standards. We
spotting may easily account province. believe that this is vitally important when
for as much as 40 per cent The K5032-4HD was introduced in 2010 selecting a crane and its manufacturer for these
of the total crane cycle and now forms an important part of Cargotec’s types of tough operations.
time” MacGregor four-wire rope (K4) crane portfolio.
– Magnus Södersten
“We have high expectations for this new crane “The market is looking for
The ARC consists of an electrically- model,” says Anders Berencsy, Sales Manager this type of high-performance
driven power swivel with the latest for MacGregor cargo cranes. “The market heavy-duty grab crane.”
frequency control system. A motion is looking for this type of high-performance – Anders Berenscy

reference sensor in the power swivel heavy-duty grab crane.

continuously measures the relative “Our first unit is being delivered for opera- “With all components located inside the
position between the cargo unit and tions in Indonesia. The whole of southeast crane housing, our cranes also benefit from an
the crane. Based on this informa- Asia is a very important market for these kinds extended service life, as the winches and all
tion, the ARC system calculates of cranes, which is demonstrated by recent drive systems are well-protected from dust,
and transmits a signal to the power orders for both our K50 and K30 cranes from sunlight and the weather in general. This pro-
swivel, which then adjusts the elec- Thailand, India and Indonesia,” he says. tection is particularly important for bulk opera-
trical motor to the new position. It is The continued demand for coal-powered tions, which are naturally quite dusty.”
also possible to manually adjust the energy production and the increased coal pro- K50 and its smaller predecessor, K30, heavy-
power swivel if necessary. duction in Indonesia makes the country a major duty four-wire rope cranes are designed to
“With today’s drive to improve market for these types of cranes. To strengthen operate in open sea conditions with a dynamic
efficiencies, the ARC system pro- its position there, Cargotec is preparing to open hoisting factor of 2.1.
vides operators with a smart device up a service station in the Kalimantan region. The K50 can also be delivered with an eccen-
that can easily be retrofitted to new “It is important to show our customers that tric platform. “A combination of a K5036-4HD
modern MacGregor cranes and Cargotec is a serious supplier for this kind of and 9.0m eccentric platform provides a high
immediately demonstrates tan- equipment and likes to stay close to its custom- capacity solution with a 45m-long outreach that
gible cargo-handling benefits,” he ers as well. will cover the biggest bulk carriers on the mar-
concludes. “There is also increasing interest in our K4 ket,” notes Mr Berencsy.

ISSUE 164 | MACGREGOR NEWS 29

 TRANSLOADING

Transloading technology
suits India’s booming bulk markets
Growing coal import and accommodating either an operator’s desired Coal is a difficult commodity to handle
iron ore export industries size of vessel or the self-unloading installa- and requires tailored technology to over-

in India are benefiting tion. Transloading is a particularly effective

way around this problem.
come issues such as the oxidation of coal at
storage yards, flow problems during rainy
from Cargotec’s ability to For transloading dry bulk materials, seasons, blockages at chutes and bunkers,
provide efficient, reliable Cargotec offers complete solutions for float- spillages, the problems associated with hav-
and flexible transloading ing cranes, transfer terminals, transloading ing combined mixes of differently-sized and
system solutions ships and self-unloading barges. Currently different quality coals, and the abrasion of
benefiting from these are the growing Indian coal handling equipment. “Cargotec is able
coal import and iron ore export indus- to overcome all of these issues,” Mr Jalali
tries. “Whether feeding India’s supply and says.
demand markets or exporting iron ore, the In terms of deliveries to India, last year
From a technical perspective, the keys to a whole supply chain has to be an efficient Cargotec’s Cranes and Marine Selfunloaders
successful bulk handling operation are flex- operation,” says Ajay Jalali, Cargotec’s business lines delivered its first order for a
ibility, reliability and continuity. Combining Marine Marketing Manager in India. “This complete transloading system. The com-
these efficiently ensures not only the profit- starts from mining, to loading mother ves- bined transfer terminal, for a leading Indian
ability of an operation, but also limits its sels, and unloading on the East and West iron ore exporter, M/s. VM Salgaocar & Bros.
environmental impact. coast of India. Due to limited port facili- Pvt. Ltd., is designed for transloading iron
To achieve the highest efficiency rates ties there is an increasing move to unload ore into Panamax-sized vessels.
it is important to tailor the technology to imported coal into smaller barges using Cargotec’s scope of supply comprised:
an operation, although this has histori- transloading terminals, transloading ships two K3028 heavy-duty grab cranes; two hop-
cally been limited by available port facilities and floating cranes.” pers; a belt conveyor system, with a rated

The Magdragon I transloading terminal is fitted with

MacGregor deck conveyor equipment for handling
iron ore

30 MACGREGOR NEWS | ISSUE 164

 India’s crucial commodities
India is the world’s third largest producer 105 million tonnes,” says Ajay Jalali,
of coal, and also the third largest importer Cargotec’s Marine Marketing Manager
of coal, according to Ministry of Coal fig- in India. “Imported coal is therefore for
ures. With proven reserves of around 257 closing this demand gap and meeting the
capacity of 2,000t/h; and a telescopic billion tonnes, coal is India’s most abun- quality standards for both steel production
reversible ship loader. The transfer ter- dant source of energy and accounts for and power generation, which is not avail-
minal is currently under construction at more than 70 percent of primary energy able from lower-quality domestic coal. This
Nantong Tongmao Shipbuilding Co, Ltd, consumed in the country. However, there is demand is highlighted by companies such
in China. It is destined for the company’s growing disparity between India’s coal sup- as, Tata Power, NTPC, Coal India, Reliance
new terminal in Goa and will be opera- ply and demand. Power, Lanco Infratec, GVK Power,
tional by April this year. “Industry figures suggest that the Goodearth, Essar and Mercator, which
“The system will be tailormade for the shortfall for this year is in the region of are planning to, or have already, picked up
customer to suit its intended operations equity stakes in coal assets in Indonesia,
in Goa,” notes Mats Sjöstedt, Cargotec’s “Imported coal is therefore for Australia and Africa.
Sales Manager for Marine Selfunloaders. closing the demand gap and “India is seeing this huge rise in demand
“Our customer wanted a solution with the meeting the quality standards” for thermal coal due to the country’s rapid
responsibility for the main functions of – Ajay Jalali growth in energy generation. Currently,
the systems from one supplier. Cargotec the Indian Government is actively pursu-
is the only company able to supply cranes, ing the development of between five to
hoppers, a conveyor system and a ship seven Ultra Mega Power Plants (UMPP),
loading boom for the transloading sys- each capable of generating around 4,000
tem. This is essentially all the equipment MW, and between 2013 and 2017 a number
that is needed to handle the bulk cargo of private companies will have a combined
throughout the entire transloading proc- capacity of 48 GW; all of which will partly
ess.” run on imported coal.
Also, earlier this year, Cargotec deliv- “The exportation of iron ore is also
ered its first MacGregor K3035 heavy big business,” he notes. Annually, India
duty crane to an Indian owner. M/s. exports around 100 million tonnes of
Ahiliabai Sardesai Mining & Earthmoving iron ore to China and Japan; and these
will install the crane on a floating barge figures are expected to rise
designed to handle coal and iron ore. It over the next few
will be located in Goa and will be opera- years.”
tional by March.

Transloaders top up deepsea ships with iron ore and coal cargo exports
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ISSUE 164 | MACGREGOR NEWS 31

 RORO

RoRo deliveries
keep cargo rolling
doors, ramp covers, division doors, power 8,000-unit large car and truck carrier
RoRo equipment for packs and electrical systems. (LCTC), Tugela, which is the first of two
newbuildings and Jolly Diamante is owned by Italian 28,837 dwt LCTCs destined to start service
group Ignazio Messina, and is the largest for Wallenius Wilhelmsen Logistics from
conversions delivered RoRo container vessel in its fleet. It is the Korean yard, Hyundai Heavy Industries.
by Cargotec last year first in a series of four ships to be oper- Tugela will be followed into service by
included one of the ated by Messina Line and was delivered by Tulane by mid 2012.
Daewoo Shipbuilding & Marine Engineering Tugela features a comprehensive suite of
largest stern ramps built Company (DSME), in South Korea, at the MacGregor RoRo access equipment includ-
so far end of last year. During 2012 Jolly Diamante ing a stern quarter ramp, movable ramps,
will be followed into service by Jolly Perla, ramp covers, electrically-driven hoistable
The 45,200 dwt multi-purpose RoRo vessel, Jolly Cristallo, and Jolly Quarzo, all featur- ramps, and lightweight plywood car deck
Jolly Diamante, is one of the largest RoRo ing MacGregor RoRo access equipment. panels.
container vessels in the world, and can carry Among various recognitions from the The MacGregor car deck panels feature a
up to 2,273 cars and 3,000 TEU. Its suite of Italian Naval Register (RINA) classifica- lightweight open beam construction with a
MacGregor RoRo cargo access equipment tion society and the American Bureau of plywood top plate, minimising their impact
includes one of the largest stern quarter Shipping (ABS), Jolly Diamante has also on ship stability by reducing weight higher
ramps yet: 49.9m-long and with a driveway received a prestigious ‘Green Plus’ award up in the vessel’s structure.
breadth of 27.8m at the ship end and 12.5m from RINA, certifying the ship’s high safety Lashings are not attached to the ply-
at the shore end. It can carry a maximum of levels and environmentally-responsible wood panel itself, but to the steel second-
350 tonnes. systems. ary stiffeners by a newly developed profile,
Cargotec is also supplying the 240m ves- Another significant order that the which also act as support for the plywood
sel with a MacGregor stern door, rampway company completed last year was on the panels.

Jolly Diamante features a 49.9m-long

MacGregor stern quarter ramp,
one of the largest of its kind
(PHOTO: Ignazio Messina & C.)

32 MACGREGOR NEWS | ISSUE 164

 Cargotec delivers on its
eco-friendly credentials

MacGregor lightweight plywood car decks with integrated lashing profiles Nichioh Maru features two electrically-driven MacGregor stern quarter ramps

Cargotec has delivered complete electrically-driven MacGregor RoRo cargo

access equipment for Nissan’s new eco-friendly coastal car carrier, Nichioh
Maru, built at the Shin-Kurushima Dockyard in Japan. The ship can carry up to
Shipowners switch 1,380 cars.

to electric drives Cargotec deliveries include two stern quarter ramps (one on each side) and
an internal movable ramp. “Cargotec, Shin-Kurushima and Nissan are all com-
mitted to clean seas” says Magnus Sjöberg, Sales Director for RoRo ships at
Electrically-driven equipment minimises environ- Cargotec. “Nissan is aiming for a leading low corporate carbon footprint and
mental impact by eliminating the risk of hydraulic oil Nichioh Maru is part of its ‘green fleet’ of car carriers. Our systems and a range
leaks, which can pollute surrounding water and can of other features, such as an energy efficient electronically-controlled diesel
also damage cargo. engine; a low friction hull coating; and 281 photovoltaic solar panels used to
power LED lightning throughout sections of the vessel, will combine to make
There are also good commercial reasons for ship- this possible.”
owners to switch to electric drives, for example:
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manoeuvring equipment; power can also be fed
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are in lowering mode.
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FRS ferries flexibility
electrically-driven systems are not affected by
Cargotec has delivered and installed ship Kattegat (ex Maren Mols), which
pressure drops.
two stern ramps onboard FRS will be installed at a later date.
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Group’s 2011-acquired 14,379gt “An essential element of FRS’s
maintaining peak efficiency.
RoPax vessel, Tanger Express (ex plans for both of these vessels
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Mette Mols). The ship has been involved new stern ramps,” says
building; it is easier to install electrical cable
converted to run on the operator’s Jonas Nordström, Director RoRo
than piping and no pump units are needed.
main Gibraltar Strait service conversions. “With newly-designed
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between Tarifa in Spain and Tangiers ramps, the vessels are able to
generation needs.
in Morocco. Cargotec has also operate in almost all European ports
delivered new ramps for its sister- and Mediterranean countries.”

ISSUE 164 | MACGREGOR NEWS 33

Cargotec’s contract with
Scandlines for the Port of
Gedser called for double-
deck loading ramps

Linkspans ordered
to support new and upgraded ferry services
A busy year for Larvik, Kristiansand and Stavanger that
we have undertaken since 2007,” explains
device. Delivery of the equipment was com-
pleted in early April this year and supports a
Cargotec’s linkspan Clas Hedelin, Cargotec Sales Manager for new ferry service between Gedser (Denmark)
specialists has seen the MacGregor port and terminal solutions. and Rostock (Germany), which will be run by
company win several “Almost at the same time as the Grenland two new 170m Scandlines’ ferries, Berlin and

new orders in Norway, order, we secured a contract to supply and

install four floating taxi terminals to the
Copenhagen.
To meet the requirements for this
Denmark and Germany municipalities of Vikna, Naeroy and Leka expanded service, both ports required some
in Norway. All facilities are based on the use upgrades and as a result, in mid-2011, the
of modular pontoon sections, which form Port of Rostock also signed a contract with
Throughout 2011 Cargotec secured new link- an L-shaped berthing dock for the ferry. A Cargotec for one auto-mooring unit for berth
span contracts to support various RoRo and bridge-ramp from the pontoon landing face 54, and subsequently added upgrade work
passenger ferry services in Norway, Denmark ensures tidal independence for the facility to an existing auto-mooring unit, which was
and Germany. Notably, at the end of last year, and direct passenger access to shore. We plan delivered in 2007, to the contract. “This work
it won a contract to supply the Norwegian to deliver all the terminals by mid-May.” was required as the unit had to be moved
Port of Grenland with a linkspan to accom- Earlier in 2011, Cargotec won a turn-key from its present quay to a new position as a
modate the new Fjordline ferry service to contract with Scandlines in Denmark for the complimentary unit for berth 54. The delivery
Hirtshals in Denmark. Delivery of the equip- Port of Gedser. The contract called for double- and commissioning of both units are to be
ment is due in August this year. deck loading ramps, a passenger gangway, a aligned with the deliveries in Gedser, as they
“This order is an extension of a series provisions handling elevator and an auto- are tailor-made for the same vessels,” notes
of deliveries to the Norwegian Ports of mooring unit linked with a storm mooring Mr Hedelin.

34 MACGREGOR NEWS | ISSUE 164

 OFFSHORE ESTONIA MALAYSIA SWEDEN
Tallinn Office: Kemaman Office: Bjuv Office:
Advanced load handling Tel: +372-6-102 200 Tel: +60-985-92 129 Tel: +46-42-858 00
Cargotec Norway AS Fax: +372-6-102 400 Fax: +60-985-822 72 Fax: +46-42-858 99
Contacts Andøyveien 23
N-4623 Kristiansand
t +372-53-018 716 Kuala Lumpur Office:
Tel: +60-377-828 136
Enköping Office:
Tel: +46-171-232 00
Norway FINLAND Fax: +60-377-852 131 Fax: +46-171-232 99
Tel: +47 91 68 60 00 Turku Office: t +60-19-261 5316 Gothenburg Office:
Cargotec Corporation Fax: +47 38 01 87 01 Tel: +358-2-412 11 Miri Office: Tel: +46-31-721 5000
Marine Fax: +358-2-4121 517 Tel/fax: +60-854-28 136 Fax: +46-31-424 946
Sörnäisten rantatie 23 Winches t +358-400-824 414 t +60-122-786 889 t +46-31-721 5000
PO Box 61 Cargotec CHS Örnsköldsvik Office:
FI-00501 Helsinki, Finland Asia Pacific Pte Ltd FRANCE MEXICO Tel: +46-660-29 40 00
Tel: +358-20-777 4000 48 Tuas Road Le Havre Office: Campeche Office: Fax: +46-660-139 77
Fax: +358-20-777 4036 Singapore 638500 Tel: +33-235-24 72 99 Tel/Fax: +52-938-286-1528
Tel: +65 68 61 39 22 Fax: +33-235-24 72 98 t +1-985-641-3853 THAILAND
BULK HANDLING Fax: +65 68 62 43 34 t +33-611-64 39 42 Bangkok Office:
Marseilles Office: THE NETHERLANDS Tel: +660-2-726 9516
Siwertell systems SERVICE Tel: +33-491-09 52 52 Rotterdam Office: Fax: +660-2-726 9514
Cargotec Sweden Bulk Fax: +33-491-60 90 20 Tel: +31-10-283 2121
Handling AB Cargotec Marine GmbH t +33-679-82 65 44 Fax: +31-10-429 3219 UNITED ARAB
Gunnarstorp P.O.Box 54 10 80 t +31-10-283 2121 EMIRATES
PO Box 566 (Reichsbahnstrasse 72) GERMANY Abu Dhabi Office:
SE-267 25, Bjuv, Sweden DE-22525 Hamburg Bremerhaven Office: NORWAY Tel: +971-2-554 1690
Tel: +46-42-858 00 Germany Tel: +49-471-78 041 Bergen Office: Fax: +971-2-554 1601
Fax: +46-42-858 99 Tel: +49-40-25 444 0 Fax: +49-471-74 080 Tel: +47-56-313 300 t +971-50-4510 715
Fax: +49-40-25 444 444 t +49-471-78 041 Fax: +47-56-313 070 Dubai Office:
MERCHANT SHIPS Hamburg Office: t +47-905-873 71 Tel: +971-4-3413 933
AUSTRALIA Tel: +49-40-25 44 40 Kristiansand Office: Fax: +971-4-3413 110
Marine Selfunloaders Sydney Office: Fax: +49-40-25 44 44 44 Tel: +47-91-68 60 00 t +971-50-651 0371
Cargotec Sweden AB Tel. +61-2-464 741 49 t +49-40-25 44 41 20 Fax: +47-38-01 87 01
PO Box 914 Fax: +61-2-464 770 03 Oslo Office: UNITED KINGDOM
Gesällgatan 7 t +61-408-494 777 GREECE Tel: +47-23-10 34 00 Aberdeen Office:
SE-745 25 Enköping, Piraeus Office: Fax: +47-67-06 75 86 Tel: +44-1224-347 050
Sweden BELGIUM Tel: +30-210-42 83 838 t + 47-905-873 71 Fax: +44-1224-347 051
Tel: +46-171-232 00 Antwerpen Office: Fax: +30-210-42 83 839 Ålesund Office: t +44-7850-313 733
Fax: +46-171-232 99 Tel: +32-3-546 4640 t +30-6974-300 550 Tel: +47-70-10 04 00 Liverpool Office:
Fax: +32-3-542 4772 Fax: +47-70-10 04 01 Tel/Fax: +44-151-708 4177
Cranes t +32-3-546 4640 INDIA t +47-905-873 71 t +44-7768-334 419
Cargotec Sweden AB Zeebrugge Office: Mumbai Office: Newcastle Office:
Sjögatan 4 G Tel: +32-50-84 05 50 Tel: +91-22-2758 2222 PANAMA Tel: +44-191-295 2180
SE-891 85 Örnsköldsvik, Fax: +32-50-84 09 50 Fax: +91-22-2758 2227 Balboa Office: Fax: +44-191-295 2188
Sweden t +91-998-703 4773 Tel: +506-603-45 032 t +44-7768-334 419
Tel: +46-660-294 000 BRAZIL t +1-757-558-4580 Portsmouth Office:
Fax: +46-660-124 55 Rio de Janeiro Office: INDONESIA Tel: +44-2392-210 703
Tel: +55-13-3308 2222 Batam Office: POLAND Fax: +44-2392-210 734
Dry Cargo Fax: +55-13-3308 2224 Tel: +62-778-737 2207 Gdynia Office: t +44-7768-334 419
Hatch Covers & Lashings t +55-22-8106 3434 Fax: +62-778-737 2210 Tel: +48-58-7855 110
Cargotec Finland Oy t +62-778-737 2207 Fax: +48-58-7855 111 UNITED STATES
Hallimestarinkatu 6 CHINA t +48-602-725 088 Fort Lauderdale Office:
FI-20780 Kaarina, Finland Hong Kong Office: ITALY Tel: +1-954-600-4199
Tel: +358-2-412 11 Tel: +852-2394 1008 Genoa Office: QATAR t +1-757-558-4580
Fax: +358-2-4121 256 Fax: +852-2787 7652 Tel: +39-010-254 631 Doha Office: Houston Office:
t +852-9097 3165 Fax: +39-010-246 1194 Tel: +974-4460 7310 Tel: +1-713-434-8975
Lashings Shanghai Office: t +39-335-139 4779 Fax: +974-4460 7314 Fax: +1-713-434-9809
Cargotec Marine GmbH Tel: +86-21-2606 3000 t +974-5507 1093 t +1-713-434-8975
Reichsbahnstrasse 72 Fax: +86-21-6391 2276 JAPAN Jacksonville Office:
DE-22525 Hamburg t +86-1380-1660 914 Kobe Office: RUSSIA Tel: +1-904-821-0340
Germany Tel: +81-78-846 3220 St Petersburg Office: Fax: +1-904-821-0850
Tel: +49-40-25 444 0 CROATIA Fax: +81-78-846 3221 Tel: +7-812-493 4284 t +1-757-558-4580
[email protected]

Fax: +49-40-25 444 444 Rijeka Office: t +81-90-4387 9992 Fax: +7-812-493 4285 Lafayette Office:
Tel: +385-51-289 717 Kumozu Office: t +7-812-938 0498 Tel: +1-337-231-5961
Cargotec CHS Fax: +385-51-287 154 Tel: +81-59-234 4114 Vladivostok Office: Fax: +1-337-231-5966
Asia Pacific Pte Ltd t +385-98-440 260 Fax: +81-59-234 0040 Tel: +7-4232-24 34 63 New Orleans Office:
No 15 Tukang Innovation Zagreb Office: Tokyo Office: Fax: +7-4232-24 34 62 Tel: +1-985-892-9833
Drive, Tel: +385-1-3837 711 Tel: +81-3-5403 1966 Fax: +1-985-892-9837
Singapore 618299 Fax: +385-1-3835 563 Fax: +81-3-5403 1953 SINGAPORE t +1-985-892-9833
Tel: +65 6597 3888 t +81-90-7188 0377 Singapore Office: New York Office:
Fax: +65 65973799 CYPRUS Tel: +65-6597 3888 Tel: +1-914-305-9090
Limassol Office: KOREA Fax: +65-6597 3799 Fax: +1-914-305-9091
RoRo Tel: +357-25-763 670 Busan Office: t +65-6261 0367 t +1-914-305-9090
Cargotec Sweden AB Fax: +357-25-763 671 Tel: +82-51-704 0844 (Merchant) Norfolk Office:
PO Box 4113 t +357-97-888 050 Fax: +82-51-704 0414 t +65-6861 3922 (Offshore) Tel: +1-757-558-4580
SE-400 40 Gothenburg, t +82-51-704 0844 Fax: +1-757-558-4581
(Fiskhamnsgatan 2, DENMARK SPAIN t +1-757-558-4580
SE-414 58 Copenhagen Office: LITHUANIA Bilbao Office: Slidell Office:
Gothenburg), Sweden Tel: +45-44-53 84 84 Klaipeda Office: Tel: +34-94-480 73 39 Tel: +1-985-641-3853
Tel: +46-31-850 700 Fax: +45-44-53 84 10 Tel: +370-46-469 855 Fax: +34-94-431 69 45 Fax: +1-985-641-3856
Fax: +46-31-428 825 t +45-44-538 484 Fax: +370-46-469 858 t +34-606-369 624 t +1-985-641-3583
Esbjerg Office: t +358-40-501 4981 Cadiz Office:
Tel: +45-44-53 84 84 Tel/fax: +34-956-877 611
Fax: +45-44-53 84 10 Ferrol Office:
t +45-44-53 84 84 Tel: +34-696-946 086 Note t
Fax: +34-981-354 624 = 24-hour service numbers

ISSUE 164 | MACGREGOR NEWS 35

Driving innovation and sustainability offshore
Cargotec provides comprehensive market-driven MacGregor engineering solutions for subsea load handling, anchor
handling, towing and mooring. Perfectly matched to your ship’s design and requirements, these MacGregor systems
expand the operational envelope on all fronts, making sure that you profit from our pioneering technology and its lifelong
sustainable performance. Cargotec’s global network is always close to customers and our service portfolio ranges from
spare parts to training for equipment operators and maintenance engineers.
Your success is our mission.

Cargotec improves the efficiency of cargo flows on land and at sea – wherever cargo is on the move. Cargotec’s daughter
brands, Hiab, Kalmar and MacGregor are recognised leaders in cargo handling solutions around the world.

www.cargotec.com